Automatic car-brake



(No Model.) 2 Sheets-Sheet 1.

, E. BBALS.

AUTOMATIC GAR BRAKE. I No. 366,448. Patented July 12, 1887.

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lllll m NVENTOR /W i ew (No Model.) 2 Sheets-Sheet 2. E. BEALS.

AUTOMATIC OAR BRAKE.

No. 366,448. Patented July 12. 1887.

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UNITED STATES PATENT OFFICE.

EBENEZER BEALS, OF NORWVICH, NEW YORK.

AUTOMATIC CAR-BRAKE.

$PECIFICATION forming part of Letters Patent No. 366,448, dated July 12,1887.

Application filed December 27, 1894.

To all whom it may concern.-

Be itknown that I, EBENEZER BEALS, a citizen of the United States,residing at Norwich, in the county of Ghenango and State of New York,have invented certain new and useful Improvements in AutomaticTrain-Brakes, of which the following is a specification.

The invention may be divided into two parts-to wit, first, a method ofconnecting the several brake levers of each car; and second, a method ofconnecting together the brake systems of the several cars.

The objects of the invention are, first, to place the entire brakesystem under control of the engineer through the medium of a singlemotor located at the head of the train or at any other convenient point,the engineerbeing able to apply all the brakes simultaneously by adirect. pull and gather in the slack of the entire train at the motorend; second, to apply equalized pressure to all the wheels of thevarious cars throughout a train by a system of connections adapted toact promptly and uniformly and 'to be unaffected by the varyingdistances between the several ears of the train.

The brakes may be so adjusted that the amount of movement need notexceed more than half an inch per car, and hence there is no difiicultyin controlling the slack or movement throughout a long train, if thevariation in the amounts of slack between the different cars can beeliminated from the problem. This is accomplished by employing suchdevices for uniting the several brake systems of the different cars aswill allow them to approach or reeede from each other through limiteddistances'without affecting the brakes; but when desired the adjustmentcan be made so that the closing together of the cars shall tend to takeup the slack and apply the brakes, or vice versa. V

In the accompanying drawings, Figure I is a plan of parts of therunning-gear of two freight-cars with the invention applied. Fig. II isa vertical longitudinal section of the same. Fig. III is a planillustrating a modification in the mode of connecting the brake-leversbetween the several cars. Fig. IV represents in detail the constructionof the equalizing connecting-levers and the mechanism for releasing theconnection of the brakeehains therewith Serial No. 151,313. (No model.)

after the brakes have been drawn on with a certain predeterminedpressure by the severance of the train. Fig. V is a detail View, on alarger scale, of a device employed for locking the brakes in one or morecars which may be come uncoupled from the train. Fig. Vl is a detailview, on a larger scale, of the equalizinglevers.

1 represents brake-levers connected together by tension-ties 2, betweenthe levers of each particular truck, and by ties 3, between the insideopposed levers of the different trucks.

The ordinary brake-beam levers, l, are fulcrurned at their lower ends tothe respective brake-beams 4. The tops of the ouside levers areconnected with the hand-brake staffs at the respective ends of the cars,and also with the corresponding systems on the adjoining cars. Theselevers 1 may stand perpendicularly, so that the line of connection will.be central, as illustrated in Figs. I and V, or they may be inclined atany preferred angle, so that the line ofconnection shall be diagonal oroblique, as illustrated in Fig. III.

5 represents equalizing-levers fulcrumed at 6 in the body-frames of therespective cars, or in links connected therewith.

7 represents the ties or tension rods or chains connected to the freeends of the equalizing-levers 5 and to the outerbrake-levers, 1, of eachcar.

Fig. 111 shows a modification, enabling the connections to be made morereadily by simply hooking up the ties 7 at the points 8.

9 represents tongues or stems attached to each of the equalizinglevers5, the said tongues being formed with guides, each for the other, theirmutual engagement converting them, ,when the cars are properlyconnected, into what is virtually a single compression member.

In order to provide for the applying of the brakes automatically to eachresulting section, in the event of a breaking of the train, I cmploy alocking device, such as represented in Figs. III or V. This may consistof a pair of pulleys between which the brake chain or rod 7 passes.These pulleys 1O 11 are adapted to turn freely in the ordinary operationof the brakes, and when either of them is locked against rotation tosecure] y hold the chain or KOO rod 7. The locking of the pulleys iseffected by a ratchet-wheel, 12, attached to one of them and adapted tobe engaged by a pawl, 13, which is thrown into the ratchet-wheel'whenever the accidental breaking in two of the train shall compel thelever 5 to assume the position shown by dotted lines. This engagementmay be effected by means of a link, 14, connected to the lever 5, and inthe normal position of the apparatus held out of contact with theratchet-wheel bya spring-detent, 15, Fig. 5. The link 14is provided witha slot, 14, in which is placed a pin, 5, of a spring, 5", attached tothe lever 5. By this means the distance of the pawl 13 may be regulatedand also relieved. of und he pressure when acted upon. Fig. 3 shows amodification of this device for locking the brakes upon the severance ofthe train. In this device the pawl 13 is pivoted at 16, and is engagedby a spring, 15, which forces it into engagement with the ratchet 12when permitted by the severance of the connections between the cars.

18 is a short arm, which projects from the lever 4 and engages with theheel of the pawl 13 while the parts are in the position shown in fulllines; but when the arm 18 is removed from contact'with the heel of saidpawl by the swinging of the parts .into the position shown indottediinesfthe spring 15 will force the nose of said pawl intoengagement with the ratchet-wheel 12, and thereby prevent its turn- 1n awill be seen that the pulling apart ofthe cars will instantly draw theequalizing-levers 5 out of their normal transverse position (shown infull lines in Fig. III) to the position shown in dotted lines, and willapply tension to the tie rod or chain 7, drawing the same through thepulleys 1O 11. At the same time the pawl 13 is permitted to be throwninto engagement with the ratchet-wheel 12 and is held in this positionby the detent 15, so as to prevent any retrograde movement of the pulley11, to which the ratchet-wheel is connected. The tie rod or chain 7being thus locked, the brakes will be securely set and held upon allcars of all the resulting sections. 1

In order to regulate the extent of the pressure with which the brakesshall be applied in the result of the breaking of the train, the levers5 are constructed as represented in Fig. IV. Near the extremity of eachlever 5 is pivoted a lever, 19, which is formed at its outer or shorterend with the hook 8, for engagement by the brake-chain 7. The longer endor heel of this lever bears against the shorter end of a second andsimilar lever, 20, pivoted to the lever 5, the longer end of which lever20 is connected to a spring, 21, secured to a fixed part of the-frame ofthe car. this spring determines amount of pressure with which the brakesare applied. It will thus be seen that the spring 21 will hold thelevers 5, 19, and 20 parallel until the limit or desired maximum strainis reached, after which the end of lever 19 will pass the end of lever20, and, swinging around into the position shown in dotted lines, permitthe chain 7 to escape from the hook 8 without injuring any of the parts.

Having thus described my invention, the following is what I claim as newthereinand desire to secure by Letters Patent:

1. The combination of the brake-levers 1, ties 2 3 7, andequalizing-levers 5 with brake- The strength of beams, substantially asand for the purposes set forth.

2. The combination, with the brake system 1 23 4 7, of thelocking-pulleys 10 11, substantially as and for the purposes set forth.

3. The combination of the tie rod or chain 7, locking-pulleys 10 11,ratchet-wheel 12, and pawl 13, substantially as and for the purposes setforth.

4:. The combination of the tie rod or chain.

7, locking-pulleys 1O 11, ratchet-wheel12, pawl trolled by a spring,substantially as and for the purposes set forth.

6. In combination with thetie rods or chains 7, the levers 5, having thehook'levers 19 pivoted thereto, as described, and a spring forcontrolling the relative movement of said levers 5 and 19, substantiallyas and for the purpose set forth.

7. In combination with the tie rods or chains 7, the pivoted levers 5,hook-levers 19, and levers 20, pivoted to said levers 5 and engagingwith each other, as described, and the spring 21, connected to saidlevers 20 and to the frame of the car, as described.

EBENEZER BEALS. \Witnesses:

ROBERT HAWLEY, W. O. DEDRIOK.

